Tire flap



July 6, 1926.

W. BEANEY TIRE FLAP Filed June 28 w INVENTOR A ORNEY Patented July 6, 1926.

PATENT OFFICE.

WILLIAM BEANEY, 0F NEW YORK, N. Y,

v TIRE FLAI.

Application led June 28, 1924. Serial' No. 723,051.

This invention relates to vehicle tire, and more particularly to alining or flap to be placed between the inner tube and rim for the protection 4of thev former.

Flaps for a long time have been used between the rims and inner tubes of tires in an endeavor to protect the tubes from destruction, either by the chafing action of the beads of the tire casing, or byf being pinched between the casing and the r-im, or by direct contact with the rim which, during use, rusts and presents an abrasive inner surface. At least vtwo types of these flaps are used, one being a non-continuous flap with overlapping ends, and the other being a continuous flap. Each, however, possesses such inherent defects as to render 1t almost ineffective to prevent the destruction of the tubes and, in fact, in some cases enhances the destruction of the tubes. In neither type will`the flaps properly adjust them-v selves during` the mounting, inflation or demounting of the tire,` on either a clincher or split rim. This lack of proper adjustment really defeats the intended function of the Hap. For instance, in the non-continuous type of flap which is commonly used and which has a circular opening intone end and an elongated opening in the other end for the accommodation of the valve stem, there is lno possibility of proper automatic adjustment during the mounting, inflation or demounting of the tire to permit the flap to properly conform to the contour and to assume correct position in thetire, and form,

in fact, a continuation of the wall of the casing between the edges of the heads. In` this particular type of flap the valve stem is in* serted through the circular and elongated openings. This, of course, is done after the tube has been placed within the casing and before the casing is placed on the` rim. f At this time, that is `to say before the placing of thejcasing over the rim, the effective diameterLo'f the flap is,'of course, greater than thatI which Yit will ultimately be, sincefit` lies entirely within the "casin `and its central 'portion does not protru e between the edges fof the beads as it is `intended to do afteri'nflation upona rim'.` Should this tire,

so assembled with the tube *and Hap, be forced upon a clinchertype `of rim, the tire vwould, ofcourse, stretch to a diameter equal of the ends of the fiap to the valve stem and .z

the pressure of the base of the valve stem against the rim will hold the ends against sliding movement, one upon the other. The result is that while the flap may be forced against the rimv` and against the tire casing by the pressure within the tube, it is not so forced in a concentric form, but the edges extend to different degrees in' overlapping relation with the tire casing, (which overlapping relation is sometimes reduced to such an extent that there is no overlapping at all), nor does the flap lie flat against the rim. This is because of the fact that there is no substantial contraction of the Hap and therefore, in the forcing of the flap against thev rim, the pressure of the tire develops, in the flap, -wrinkles which are, of course, detrimenta'l to the tube. Furthermore, the flap is not perfectly set in place within the casing and against the rim by the inflation due to this lack of alignment with the edges of the casing and to the development of wrinkles in the flap. This results in the flap being in effect, a floating element within the casing, which varies its position with the variation in the pressure in the tube.y

With the continuous flaps there is, of course, no adjustment and this is quite naturally a distinct disadvantage, since after the flap is once used and changes its diameter it will no longer be useful for the purpose of preventing the wearing of the tube. It is quite obvious, for instance, that a con- `mounting ong-a clincher rim, itcan never resume ,fitsk original diameteroand without `such resumption 1t w1l1 beinoperative to accomplish -the intended function, that is to say, the protectionof the tube. e kThis type of 'flap cannot contract as it should durlng inflation. j

Furthermore, the use of the non-continu- `flap is lonce stretched in order to permit the,

lorsl rim lock, that is to say, the lug which locks the rim to the Wheel, is located. It will therefore be seen that when the overlapping ends of the .flap are attached to the valve stem these overlapping ends add to the weight which tends to destroy the balance of the tire rather than acting as a counterbalance therefor. ThisV destruction vof the balance of the tire is= particularly detrimental to thepresent-day 'balanced tire, due to the low pressure within the latter and to the inertia of theoverlapping ends and the valve stem during the use of the tire.

In the butt end type of Hap the end is always too long for perfect itand is subject to longitudinal pressure .which tends to force it out of proper position.

My invention obviatesfthe defects and relieves the detrimental results which I have enumerated, partly, in theabove statement of some phases of the commercial art, and not only produces a flap which will adjust during the inflation of the tire and which is, in fact', a part of the tire, irrespective of the variation of pressure, but also one which will assist in balancing the tire.

With the use of the flap of my invention it is possible to omit the valve basefrom the tube for the following reasons When a tire flap of the overlapping end type, wherein the ends are attached to the valve stem, is used, there is always considerable strain upon the stem exerted by the ends of the flap. This strain tends to tilt the valve stem out of its normal position and in so doing subjects the contiguous portion of the tube to strain which is sufficient inv magnitude to tear the material of the tube if it were not for the valve base. However, in the Hap of my invention the 'necessity for this base does not arise, since, becauseof the construc-` tion of the flap and its application to the tire, the valve stem is subjected to no strain, but on the other hand, occupies at all. times its normal position. The elimination of this valve base, while not only cheapening thc cost of manufacture of the tube, likewise makes it possible to more nearly and perfectly balance the tire.

In the drawings wherein one embodiment of my invention is disclosed:

Figure 1 is a sectional view of a wheel showing'the relation of the flap to the tube and valve stem;

v Figure 2 is a perspective View o f the ap;

stitching.

the inner walls 'of the casing and against the rim and bridge the space between the beads ofthe casing, conforming tothe desired contour. I have found that a flap, such as shown in the drawings, constructed lof rubber l, with a fabric insertion 2, which assists in the formation of the base of the Hap and extends some distance into the beads or edges, for a purpose which will later appear, serves admirably. However, I do not intend to be limited to this construction of the flap as it is only one of the many which may be successfully employed.

The flap is non-continuous, actually, although in effect continuous, and has overlapping ends 3 and 4, which, sliding upon each other, longitudinally, permit the change of the effective diameter of the flap without destroying its effective continuity. On each end of the flap is located means for guiding the end in' itsslidingmovement, so that the overlapping ends of the flap will be kept in alignment with the body portion during its expansion'and contractiom The particular means which I illustrate 1n the drawing includes a keeper 5 which is car# ried by each end and embraces the adjacent portion of the flap. That is to say, leach end carries a keeper and each end is inserted through the keeper on the opposite end. These keepers may be made integral with the lapor attached to it in any desirable way, suclrfor instance, as vulcanizing or I have shown the keepers as stitched to the Hap, since this method of attachment presents certain advantages. The stitching (i which secures the keepers to the 'flap passes through the fabric element 2, which is incorporated in the structure of thc flap, and thus secures the keepers 1n place without the. liability of the attaching means for the keepers becoming inoperative.

I locate the opening 7 for the reception of the valve stem of the tube at a point between the ends of the flap and a sufiicient distance from each end so that the ends will be free for movement extensive enough to accommodate the flap to any size of rim and tire. Furthermore, I so locate the valve receiving opening that the valve anchors the side of the flap remote from the ends to the rim, and thus permits the free adjustnient of the ends one upon the other and the OllSequent successful expansion and contraction of the flap during the mounting and demounting on the one hand and during the inflation on the other. In other words, after the flap4 is placed in the tire inflation of the tire. This contraction may,

of course, be accomplished, to a certain extent, after the tire is put in place on the rim by jolting the rim-mounted tire.

'Whether however, the adjustment be accomplished by this jolting action or by the inflation oi the tubeit is successful to conform theA flap to its ultimate position with respect to the tirecasing and rim.

A small amount of pressure within the casing is suiicient to contract the flap to cause it to lie perfectly in alignment between the edges of the beads ofthe casing, and against the rim, and to evenly overlap the inner walls of the casing.

Furthermore, the flap once set in position becomes a permanent, substantially immovable part ofthe casing until it is desired to demount the tire, since there is no action incident to the use of the tire which will effectively destroy the sliding action of the ends with the consequent conforming of the lla to the rim.

got only does the location of the valve stem opening remote from the ends of the flap as hereinbefore described permit the perfect adjustment of the flap during mounting, demounting and inflation, but it also assists in balancing the tire. It is well known that the location of the valve stem on one side of the tube necessarily destroys the balance of the tire owing to the weight of the stem. Attempts have been made to overcome thisx throwing out of balance of the wheel by joining the inner tube at a point opposlte the valve stem and this is especially true of tubes for balloon tires.K

This, while somewhat counteracting the effect of the weight olf the valve stem, doesl not totally accomplish the purpose, especially where the butt end flaps having the overlapping ends anchored tol the valve stem are used, because the addition of the weight of the overlapping ends of the flaps naturally throws the tire out of balance.

However, with the construction of the tire rflap of this invention the weight of the overlapping ends isv opposite to that of the valve stem and counteracts the detrimental effect of the. valve stem to a `great degree. This feature is particularly advantageous in balloon tires, s111199 lthe relatively low opposite end.

pressure used permits an unusual yflexing j' of the tire caslngs and a vconsequent relative movement of the parts.

point balance within the tire irrespective of the size of the tire due to the fact that the flap is anchored to the rim bythe valve stem 8 of the tube 9 and the\ends of the flap are free to adjust to tires of any size within, of

course, certain limits.

Furthermore, it will be seen that vby attaching the flap at a fixed 4point to the rim, that -is to say, at the position of the valve in the tube, the two ends of the flap are free to slide one upon the other and to adjust themselves within the tube. This adjustment, it

The present invention produces a three-l 'for` will readily be realized, is only of a portion j of the flap and may take yplace by the movement of either or both of the ends of the flap.

For instance, as in placing the casing upon the rim the one side of the flap, thatl is to say, from the point of attachment of the valve stem to the end, of the side flap, lies flat against the rim, the entire slack or looseness will lie in the other side of the llap, that is to say, from the valve stem to the- In this event, the entire movement of adjustment will be by one end upon the other, the latter end remaining stationary, but should both sides of the rim lie loosely within the casing, after the latter is placed upon the rim, each side will move upon the other and the adjustment will be accomplished as in the case ofonly one side moving. Thus it will be seen that irrespective of the position of the flap the adjustment will be perfect, and after adjustment, a three-point balance will be established within the tire. l

I claim:

1. In a tire assembly `the combination with a rim, a tube and a casing having spaced edges, of a tire flap arranged between the tube and the rirnto bridge the space between the edges of the casing, said flap having overlapping ends slidable uponeach other and having means for guiding said ends in their relative sliding movement, said flap having a valve stem receiving opening substantially midway between the ends, the valve stem of the tube acting to anchor the flap to the rim at a point substantially opposite the overlapping ends, whereby the weight of the valve stem and its associated parts will be opposed to the weight of the overlapping ends and both ends of the flap wiklll be free to move during inflation of the tu e.

2. A tire flap having.,j overlapping ends relatively movable in line with the flap, having means for guiding said ends in their relatively sliding movement and having a valve stem .receiving opening located subltantially midway between the ends of the ap, j

loo

8. A tire Hap having overlapping ends ated parts will be opposed to the Weight of relatively movable in line with the flap, havthe overlapping ends of the Hap. ing means for guiding said ends in their rela- In testimony whereof, I have signed my 10 tive sliding movement and having a valve name to this specification this 18th day of 5.- stem receiving opening so located with June, 1924.

respect to the overlapping ends that, in use, f the Weight of the valve stem and its associ- WILLIAMBEANEY. 

